Abstract: A suspension control device for a vehicle equipped with suspension dampers variable of damping coefficient, including: a means for storing a group of schedules each having a plurality of information units for controlling the variation of the damping coefficient of the damper; a means for generating a new schedule by hybridizing more than one of the schedules selected from the group according to a predetermined genetic algorithm including mutation based upon a fictionalization that the schedules are living individuals each having the plurality of information units as a set of genes; a means for evaluating each of the schedules under current operation environment of the vehicle to determine the ranking of the schedules in the group in improving a predetermined performance of the suspension; a means for adopting a highest ranked schedule for controlling the damping coefficient of the damper; a means for deleting a lowest ranked schedule to keep the number of the schedules forming the group substantially constant

Abstract: A suspension system of an automotive vehicle including a spring disposed between an unsprung mass and a sprung mass for resiliently supporting thereon the sprung mass and a damping force generating mechanism arranged in parallel with the spring for absorbing vibration of the sprung mass relative to the unsprung mass, wherein the suspension system is provided with a spring element disposed in series with the damping force generating mechanism between the unsprung and sprung masses and an electrically operated control mechanism for controlling a spring coefficient of the spring element.

Abstract: A driving power control system for a vehicle which minimizes the shock due to a gear change by keeping a driving force constant throughout the shifting, resulting in high drivability. The system includes a mechanism for controlling the engine power to keep driving force unchanged, mechanisms for respectively keeping the acceleration and driving force constant throughout the shifting, and a second throttle valve for controlling the engine power.

Abstract: A vehicle has an engine and a driven differential. This three part type propeller shaft assembly includes a first propeller shaft element, a second propeller shaft element, and a third propeller shaft element. A first joint, which is a Hooke joint, rotationally couples the to a one end of the first propeller shaft element. A second joint rotationally couples the other end of the first propeller shaft element to a one end of the second propeller shaft element. A third joint rotationally couples the other end of the second propeller shaft element to a one end of the third propeller shaft element. And a fourth joint, which is a Hooke joint, rotationally couples the other end of the third propeller shaft element to the driven differential. Two bearing supports, one disposed near each end of the second propeller shaft element, rotatably support it from the vehicle body. One of the second joint and the third joint is a Hooke joint, and the other is a constant velocity type joint.

Abstract: A vehicle has an engine and a driven differential. This three part type propeller shaft assembly includes a first propeller shaft element, a second propeller shaft element, and a third propeller shaft element. A first joint incorporating a Hooke joint rotationally couples the engine to a one end of the first propeller shaft element. A second joint incorporating a Hooke joint rotationally couples the other end of the first propeller shaft element to a one end of the second propeller shaft element. A third joint incorporating a Hooke joint rotationally couples the other end of the second propeller shaft element to a one end of the third propeller shaft element. And a fourth joint incorporating a Hooke joint rotationally couples the other end of the third propeller shaft element to the driven differential. Two bearing supports, one disposed near each end of the second propeller shaft element, elastically and rotatably support it from the vehicle body.